Rail-bond for electric railways



(No Model.)

'H. W. WYMAN & P. H. DANIELS.

RAIL BOND FOR ELECTRIC RAILWAYS.

No; 560,455. Patented May 19, 1896.

UNITED STATES PATENT OFFICE.

HORACE IVINFIELD \VYMAN AND FRED II. DANIELS, OF IVOROESTER, MASSACHUSETTS.

RAIL-BOND FOR ELECTRIC RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 560,455, dated May 19, 1 896 .v A h mi fil d June 26, 1895. Serial No. 554,081. (No model.)

T0 on whom it may concern.-

Be it known that we, HORACE VVINFIELD WYMAN and FRED H. DANIELS, citizens of the United States, residing at WVorcester, in the county of Worcester and State of Massachusetts, have invented certain new and use ful Improvements in Rail-Bonds for Electric Railways, of which the following is a specification.

Our invention relates to rail-bonds for electric railways; and the object of our invention is to provide an improved rail-bond having the terminals or ends made integral with the body of the bond and of much larger diameter than the body of the bond to furnish a large surface of copper to come in contact with the rail, and thus increase the conductivity of the bond.

Our invention consists in certain novel features of construction of our rail-bond, as will be hereinafter fully described, and the nature thereof indicated by the claims.

Referring to the drawings, Figure 1 shows a finished rail-bond of our improved construction. Fig. 2 is a sectional view of one end of the bond and of the rail, showing a drift-pin combined with the end of the bond, which is attached to the rail. Fig. 3 is a side view of one end of the bond. Fig. 4 is a section on line 4 4, Fig. 3, looking in the direction of arrow a, same figure; and Fig. 5 is a plan view of the end, looking in the direction of arrow 1), Fig. 3. Figs. 2 to 5, inclusive, are shown on an enlarged scale.

In the accompanying drawings, 1 is the rail-bond, which consists of a rod or bar, preferably circular in cross-section, on the ends of which are formed, preferably by dropforging, the terminals 2, which are made integral with the body of the bond and consist of a cylindrical portion 3, which is of greater diameter than the body of the bond and is adapted to extend through the hole in the rail, as shown in Fig. 2. The cylindrical portion 3 is provided with an enlarged flattened end or head 4, Which forms a projection or flange 4, which extends entirely around the cylindrical portion 3 at a right angle thereto, as shown, and forms a bearing-surface to bear against the rail, as shown in Fig. 2. Each terminal or end 2 is provided with a central cylindrical hole or opening 5 therein, extending entirely through the end, which is of the same diameter throughout. itslength.

In securing the terminals ofefids to the rail a drift-pin 6 is preferably used, the external diameter of which is a little greater than the diameter of the opening 5 through the terminal, so that as the drift-pin is driven into the opening in the terminal from the headed end 4 thereof it will cause the terminal to spread and force the metal thereof into contact with the rail. The flange 41 on the head 4 will prevent the terminal from being driven through the rail. After the drift-pin 6 is driven into the hole in the terminal the end of the terminal may be headed or spread, if desired, as shown in Fig. 2, to prevent any possible disengagement of the terminal from the rail. Instead of using a drift-pin, a taper-tool may be driveninto the hole 5 from the headed'end 4 of the terminal to spread the terminal, and then the tool withdrawn and driven into the hole 5 from the other side of the rail to secure the terminal firmly in the hole in the rail.

The advantages of our improved rail-bond will be readily understood by those skilled in the art.

The rail-bond has a terminal or end of much greater diameter than the body of the bond, which is made integral with the bond, thus increasing greatly the conductivity of the bond, and the cylindrical portion which extends through the opening in the rail is not slitted and is provided with a projecting shoulder or flange adapted to bear on one side of the rail, and the terminal has a cylindrical hole-that is, a hole of the same diameter or non-tapering-therethrough to receive a drift-pin or taper-tool.

Having thus described our invention, what we claim as new, and desire to secure by Letters Patent, is-

1. As an improved article of manufacture, a rail-bond comprising a rod or bar, having at each end a terminal made integral therewith, and consisting of a cylindrical portion of larger diameter than the body of the bond, and having an opening or hole of the same diametentherethrough for the reception of a dfift pin or taper-tool, and an enlarged end or head forming a flange or projection extending around the cylindrical portion, to bear on the rail, substantially as set forth.

2. A rail-bond comprising a rod of circular shape in cross-section, a terminal at each end of the rod made integral therewith, and consisting of a cylindrical portion to extend through the rail, and an enlarged end or head forming a flange or projection to bear on the rail, the cylindrical portion having an opening or hole therethrough, of the same diameter, for the reception of a drift-pin or tapertool, substantially as set forth.

3. The combination with a rail, of a railbond comprising a rod having a terminal made integral therewith, and consisting of a cylindrical portion to extend through the rail, and an enlarged end or head forming a flange or projection which bears against the rail, and said cylindrical portion having a non-tapering hole therethrough, and a drift-pin extending through said hole, substantially as set forth.

H. WINFIELD WYMAN. F. H. DANIELS.

lVitnesses:

J. O. DEWEY, M. J. GALVIN. 

